Equipping for NextGen – where does the cash come from?
On 24/11/2010, in NextGen, by steve
If anything, the LINK2000+ program in Europe has shown what a bit of free cash can achieve. Equipping aircraft for Controller/Pilot Digital Link Communications, the raison d’être of LINK2000+, was proving difficult as in the initial phases those who spent on the required avionics would see few benefits and hence there were no takers. Then, with part of the money coming from EC funds things suddenly took off and some 700 aircraft got promoted to CPDLC-enabled status.
But the funds needed to equip for NextGen (and SESAR for that matter) far exceed the budget of LINK2000+ yet the vicious circle of low initial benefits, reluctance to equip is exactly the same. It now looks that at least for NexGen, a novel solution is being offered for funding avionics upgrades.
Click here to read the full article
Near midair at Minneapolis-St. Paul airport (MSP)
On 24/09/2010, in Life around runways, by steve
On the morning of September 16, at around 06.49 a US Airways Airbus A320 (N122US) operating as flight AWE 1848 was cleared for take-off from Runway 30R bound for Philadelphia, Pennsylvania, with five crew and 90 passengers on board.
At the same time, Bemidji Aviation Services flight BMJ46, a Beech 99 cargo flight with only the pilot aboard, was cleared for takeoff on runway 30L en route to La Crosse, Wisconsin.
Weather conditions at the time were reported as a 900-foot ceiling and 10 miles visibility below the clouds.
Immediately after departure, the tower instructed the US Airways crew to turn left and head west, causing the flight to cross paths with the cargo aircraft approximately one-half mile past the end of runway 30L. Neither pilot saw the other aircraft because they were in the clouds, although the captain of the US Airways flight reported hearing the Beech 99 pass nearby. Estimates based on recorded radar data indicate that the two aircraft had 50 to 100 feet of vertical separation as they passed each other approximately 1500 feet above the ground.
The US Airways aircraft was equipped with a Traffic Alert and Collision Avoidance System (TCAS) that issued climb instructions to the crew to avert collision. The Beech 99 was not equipped with TCAS and the pilot was unaware of the proximity of the Airbus. There were no reports of damage or injuries as a result of the incident.
NTSB and FAA investigators conducted a preliminary investigation at the Minneapolis airport traffic control tower on September 18th and 19th and are continuing to review the circumstances of this incident.
EGNOS is here now – should you care?
On 08/09/2010, in Buzzwords explained, by steve
Few other new aviation systems have generated as much controversy and opposition from the airspace user community as EGNOS, the European Geostationary Navigation Overlay Service.
Like the US Wide Area Augmentation System (WAAS), EGNOS enables precision approach procedures to be implemented using only space-based signals. As such, it is one possible future replacement of ILS.
On 1 July 2003, an airspace user position paper signed by AEA, IATA and others stated bluntly:
“Finally, the airspace users would like to recall that they have resisted the development of the European Geostationary Overlay System (EGNOS), which has been mainly developed for political reasons and for which all attempts to build a credible aviation business case have failed. As a consequence, public funds have to be provided to fund the entire EGNOS system (development costs as well operational costs). Reference is made to the AEA, IATA, ERA, IAOPA, IACA joint position paper on the European Commission’s Communication COM(2003)123final) on the Integration of EGNOS into Galileo.”
The above position paper would suggest that had there been a business case, opposition to EGNOS would have been less or non at all. Unfortunately that was not true either. For systems where there was a business case (like air/ground digital link for example), it was promptly refused as unrealistic… Unfortunately, in some cases like Mode S Enhanced Surveillance, this was even true and such cases did not help the other projects where the benefits on the level claimed were actually there.
Click here to read the full article
Multilateration – Executive Reference Guide
On 13/08/2010, in Bookshelf, by steve
Multilateration (often shortened to MLAT) is a surveillance technology that promises to satisfy surveillance requirements in most circumstances and it is seen as the best option in the transition to ADS-B based surveillance. It is no accident that organizations around the globe are turning to this technology, not least because it offers a solution that is much less expensive than conventional radars.
ERA Corporation, one of the premier suppliers of MLAT solutions, is behind a new guide developed to provide an easy-to-read reference for air traffic management, airport and airline professionals to answer the numerous questions they usually have about multilateration.
It is a cute, compact volume which sums up things pretty nicely and even hardened veterans may find it useful when they need a quick fact or other reference for presentations or general papers. For others, it is a must have item.
Download your copy here.
There is also a web site dedicated to the subject, which you can access here. The site has a few rough edges but those will be ironed out in time I am sure.
Christophe Hamel in new job with the FAA – Congratulations!
On 13/07/2010, in Just to let you know..., by steve
It is always with pride and great pleasure that we bring news of the successes and achievements of our contributors and experts featured in our articles. This time it is Christophe’s turn. We introduced him recently in the “Interesting People, Unusual Flight Plans” series and now we can bring you the happy news that Christophe has accepted a position with SAIC for the FAA that will be a continuation of his previous contribution to the CNS/ATM world in the EU and the US. He will be working at FAA Headquarters in Washington D.C.
The tasks of the Senior Regulatory Analyst (as his new post is called) include:
Click here to read the full article
Aerodrome control towers of the world – McCarran International, Las Vegas, Nevada, USA
On 12/07/2010, in Towers of the world, by steve
American aviator George Crockett, a descendant of frontiersman Davy Crockett, established Alamo Airport in 1942 on the site currently occupied by McCarran International. In 1948, Clark County purchased the airfield from Crockett to establish the Clark County Public Airport, and all commercial operations moved to the site of this airport. On December 20, 1948 the airport was renamed McCarran Field for U.S. Senator Pat McCarran, a long-time Nevada politician who authored the Civil Aeronautics Act and played a major role in developing aviation nationwide.
The LAS control tower
The control tower at McCarran International presides over an airport that has a number of unique features apart from being the gateway into gamblers’ paradise. One of these is that more than 85 % of traffic at the airport is origin and destination (O&D), more than at practically any other airport in the USA. Another quirk is that only 12 % of the passengers passing through McCarran live in the Las Vegas area, the lowest figure for any airport in the United States.
Controllers in the tower need to get used to foreign accents too, as more and more direct flights from Europe and Asia operated by non-US airlines are becoming part of the regular schedule.
Click here to read the full article
9th USA/Europe ATM R&D Seminar – Call for papers
On 08/07/2010, in Events, by steve
The Ninth USA/Europe Seminar on Air Traffic Management Research & Development welcomes papers that produce new concepts, analyses, and methodology. The seminar will take place on 13 June – 16 June, 2011 in Berlin, Germany.
With the past history of successful seminars, we hope to create and reinforce working and personal relationships between leading experts and researchers in the ATM R&D community, share available results and build and maintain consensus on major issues.
Visit the new ATM Seminar website here.
Download the Call for Papers document here.
Troubled Galaxy
On 07/07/2010, in Satellite Navigation, by steve
That space around planet Earth is teeming with man-mad objects is common knowledge and not so long ago we got a good demonstration of what happens when stray metal hits another satellite. For a time it was unclear where a sizeable piece of junk would fall on the surface of the Earth.
The satellites serve a variety of purposes from serving up television to providing internet access and guiding aircraft. It is no exaggeration to say that our modern world would be paralyzed should there be a mass extinction of orbiting satellites. But how robust or fragile is this system in reality?
Galaxy 15 is an Intelsat bird which went out of control in April and has been drifting from its assigned orbital slot ever since. It has threatened to interfere with the functioning of nearby satellites and efforts by ground engineers to disable its payload have initially been unsuccessful.
Does this have an impact on aviation? You bet!
Click here to read the full article
FAA NextGen Implementation Plan (NGIP) 2010 available
On 05/07/2010, in NextGen, by steve
The NGIP is a very interesting document, published by the FAA in a new version every year. The latest issue was released in March this year. The purpose of the NGIP is to help inform the public at large about how the Agency plans to implement the Next Generation air traffic management concept over the coming years (2009-2018).
The book describes the FAA’s accomplishments to date and lists the targets it is working to in terms of technology and program milestones. Of particular interest are the sections that describe how achievement of the targets and milestones will be supported.
The 2010 edition of the NGIP is interesting also in that it re-states, in Section 2, the FAA’s response to the RTCA NextGen Mid-term Implementation Task Force report and so you get in a single volume all the most important information relevant to NextGen. Other sections describe the current state of NextGen, FAA’s proposals for development and implementation in the 2009-2018 (mid-term) timeframe, the benefits FAA expects to be realized and finally in Section 5 the challenges and risks are discussed.
Download your copy here.
Learn a new abbreviation: NIEC! – NextGen Integration and Evaluation Capability
On 02/07/2010, in NextGen, by steve
All information seems to suggest that NIEC will play an important role in getting the FAA’s NextGen off the ground. Located at the William J. Hughes Technical Center (WJHTC), Atlantic City International Airport, New Jersey, the mission of the NexGen Integration and Evaluation Capability is to foster the exploration, evaluation and integration of NextGen enabling components within a rapid prototyping environment for concept validation and maturation.
That is quite a mouthful… Let’s see (using the relevant FAA fact sheet) what NIEC is all about.
The NIEC is the FAA’s research platform to explore, integrate, and evaluate NextGen concepts through simulation activities resulting in concept maturation and requirements definition. The NIEC Display Area (NDA) complements the unique NAS facilities and aviation based equipment located at the WJHTC.The NIEC leverages existing NAS operational systems and high fidelity, real-time simulation capabilities to create an integrated, flexible and reconfigurable environment that can be tailored for NextGen research as well as test and evaluation. The NDA can provide a futuristic NextGen gate to gate visualization environment with advanced data collection capabilities to support integration and evaluation of new technologies and concepts. The ability to provide a combined environment of legacy systems with future technologies and capabilities also enable the NIEC to support the transition to NextGen.
Click here to read the full article
NTSB publishes final report on 2009 Hudson river ditching
On 18/06/2010, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary.
The NTSB has published the final report into the Jan 2009 ditching of an A320 onto the Hudson River, NY, following loss of thrust in both engines caused by multiple bird strikes. The report makes numerous safety recommendations.
You can read the full report here.
Your project delayed? Come join the club!
On 15/06/2010, in NextGen, by steve
It must be horrible to be the project manager of major aircraft programs these days. Look at the Airbus A380, the A400M, the Boeing 787 or the 747-8. They were all delayed by several years and the reasons were often quite pedestrian (like incompatible software or strength calculation errors). It will fall on the Airbus A350 to improve the record but in view of what has almost become the routine now, it would be a miracle of the 350 flew on time.
But air traffic control systems are faring little better. Which was the last really new ATC system in Europe that was delivered and put into operational use on the date originally stipulated? And now, a delay to ERAM is here to set the trend forth.
Under the En-Route Automation Modernization (ERAM) program, the FAA is replacing the computer network for air traffic control facilities that manage traffic in the upper airspace. Modernizing this network is critical to allowing the FAA to continue managing air traffic effectively. It is also an essential component of NextGen , the FAA’s next generation air traffic control system.
Click here to read the full article
Who owns the radar blip?
On 09/06/2010, in SWIM, by steve
I am sure many of you had read about the proposed slot swap between Delta Airlines and US Airways, giving the former substantially more presence at La Guardia while the latter would gain strength at Reagan National in Washington D.C. When the airlines applied for approval, the FAA set conditions that would have nixed most of the benefits expected by the carriers. They are now going to the courts, arguing that the FAA is charged with making sure airspace is used safely and efficiently and not with assessing impacts on competition. The issue of who owns slots has been on the table before but so far, no real answers have been given by the federal authorities. With this latest round and the involvement of the courts, there is hope that a judge will come up with something that can at least be chewed further if it is not to the liking of any of the parties involved.
But slots are an almost physical commodity compared to the nature and ownership issues that are looming in respect of system wide information management (SWIM). So who owns data?
Right at the start we must differentiate between ownership in a purely data management sense and ownership in terms of the value represented by a piece of data. The data management aspect is relatively easy and setting the right rules will ensure that the data owners are always properly identified, their rights (e.g. to change the data) and obligations (e.g. to provide the data) correctly assigned and acknowledged and access by others limited as appropriate.
It is when we start to consider ownership in terms of the value of data that things start to get complicated. Let’s take a concrete example that has in the past already generated some discussion… and little agreement.
Who is the owner of aircraft position information obtained by ground surveillance?
Click here to read the full article
Volcano kicks European ATM cooperation into high gear
On 03/06/2010, in Viewpoint, by cleo
In the past, programs to improve European air traffic management went under the name EATCHIP (1 to many) and the results were meager at best. More recently we got the Single European Sky (SES 1 and now 2) and of course SESAR. Introduction of SES was a major problem even for the European Commission powerhouse and of course SESAR is still too new to be properly judged.
But no matter, we now have Eyjafjallajokull, apparently the best driver yet for European air traffic management co-operation and hopefully an effective one also. When Iceland’s wayward volcano came to life spewing volcanic ash into the atmosphere which was promptly carried by winds towards Europe, the reaction was almost predictable. Under the banner “safety first” air traffic over the continent was grounded, commencing the longest and most widespread ban on flying since WWII. That no one had prepared contingency plans for such an eventuality is perhaps excusable but the disorganized, fragmented and less than scientific response to the disaster once it struck was not. It was a shame…
Click here to read the full article
FAA releases final rule on ADS-B
On 02/06/2010, in NextGen, by steve
It has been some time in coming, but finally here it is, the FAA’s final rule on ADS-B.
This final rule amends FAA regulations by adding equipage requirements and performance standards for Automatic Dependent Surveillance–Broadcast (ADS–B) Out avionics on aircraft operating in Classes A, B, and C airspace, as well as certain other specified classes of airspace within the U.S. National Airspace System (NAS). ADS-B Out broadcasts information about an aircraft through an onboard transmitter to a ground receiver. Use of ADS-B Out will move air traffic control from a radar-based system to a satellite-derived aircraft location system. This action facilitates the use of ADS–B for aircraft surveillance by FAA and Department of Defense (DOD) air traffic controllers to safely and efficiently accommodate aircraft operations and the expected increase in demand for air transportation. This rule also provides aircraft operators with a platform for additional flight applications and services.
The compliance date for this final rule is January 1, 2020.
You can download the full text of the rule here.
Report on the Buffalo crash of 12 February 2009
On 20/05/2010, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary
On 12 February 2009, a Bombardier DHC-8-400 on an ILS approach to KBUF crashed after the pilot flying lost control of the aircraft.
The NTSB investigation determined that “the probable cause of this accident was the captain’s inappropriate response to the activation of the stick shaker, which led to an aerodynamic stall from which the airplane did not recover.”
A total of 24 new Safety Recommendations were made in the Report.
Read the full report here.
RTCA NextGen TF report and the FAA’s response
On 07/05/2010, in NextGen, by steve
RTCA Task Force 5 or by its more catchy title RTCA NextGen Mid-Term Implementation Task Force published its final report on 9 September 2009. This report is in fact a set of recommendations formulated on the basis of industry consensus and is concerned with the improvements desired in the US air transportation system in the period 2010-2018. Solid NextGen territory you might say.
The FAA in turn published their responses to the TF5 report in January this year, accepting 33 of the TF’s 56 recommendations.
The RTCA report is a saleable item which you can purchase here.
However, the statement of Margaret T. Jenny, President, RTCA, Inc. before the Subcommittee on Transportation, Housing and Urban Development and related agencies, Committee on Appropriations of the U.S. House of Representatives gives a pretty good, high level overview of the recommendations. You can download the full text of the statement here.
The FAA responses to the TF5 report are available here!
Take Part in Three Days of NextGen Keynotes and Panel Discussions
On 04/05/2010, in Events, by steve
Participate in 11 Technical Sessions Focusing on Key NextGen Topics — from Near to Far Term. This Opportunity Only Occurs Once a Year.
Spend time exploring NextGen Exhibits such as the FAA Data Communications exhibit, which invites ICNS conference attendees to participate in a hands-on pilot/controller simulation, highlighting the many benefits of digital data exchange between air traffic controllers and a plane’s aircrew. A capability that will fundamentally transform the National Airspace System.
Relax in a complimentary VIP tour of the Udvar Hazy Air and Space Museum followed by a conference exhibitor reception.
This conference is aimed at mid to senior industry, civilian, military, congressional and government figures involved in NextGen Communications, Navigation and Surveillance Technologies, including strategists, researchers analysts, procurement executives and influential leaders.
There are still a few government rate hotel rooms available — everybody gets these rates. Check room availability here.
To register for the conference, click here.
Flying AIRE – the pilot’s view
On 30/04/2010, in Environment - Without hot air, by eric
AIRE (Atlantic Interoperability Initiative to Reduce Emissions) is a joint initiative between the European Commission and the FAA. It is the green component of the SESAR programme. In 2009, 1,152 flight trials in operational conditions were carried out on the European side.
Claude Godel was the Pilot in Command of the first complete green transatlantic flight, operated by Air France on 6 April from Paris-Charles de Gaulle to Miami.
Captain Godel and part of his crew on the green transatlantic flight
In a first reaction after this green flight, Captain Godel describes it from a pilot’s perspective, “The AIRE flight is the almost perfect flight for a pilot. On a normal flight you never know how you will be incorporated in the traffic but you are sure that you will fly level at non optimal altitudes, have to beg ATC for better speed, better lateral track. In one word, you spend your time in negotiating or accepting non optimal compromises. The AIRE flight needs more pre-flight preparation but, once off-block, the pilot can expect to fly the best track from end to end, at the best speed and the best altitude. Isn’t that the pilot’s dream?”
He further describes the principle of green flights as a virtuous circle as an optimised flight path leads to shorter flight time, less fuel burn and CO2 emissions which in return reduces costs and leaves fewer place for contingencies. The pilot can thus satisfy the aspirations of modern passengers and himself finds new pleasure and satisfaction in his job.
During the approximately nine hours flight, enhanced green procedures were used to improve the aircraft’s energy efficiency. These procedures, applied at each flight stage and coordinated among all project participants, reduce fuel consumption (and hence carbon dioxide emissions) throughout the flight, from taxiing at Paris-Charles de Gaulle to arrival on the parking stand in Miami. Air France estimates that applying these optimisations to all Air France long-haul flights to and from North America, would result in a cut of CO2 emissions by 135,000 metric tons per year, with fuel savings of 43,000 metric tons.
For more information on AIRE, click here.
This article is reprinted with the kind permission of the author, Eric Platteau, Senior Communication & Public Affairs Specialist at the SESAR Joint Undertaking.
ICNS 2010 Technical Program Announced
On 21/04/2010, in Events, by steve
ICNS has announced the 2010 Technical Program.
Included is everything you need to know to stay in sync with the newest topics in NextGen.
There will be 91 technical papers in 11 information packed sessions led by noted experts.
Session A – Data Communications: Dr. Michael Schnell, DLR German Aerospace Center and Mr. Brent Phillips, FAA ATO
Session B – Surveillance and Navigation Technologies: Mr. Lance Sherry, George Mason University
Session C – Safe and Secure Transportation Systems: Mr. Kevin Harnett, Volpe National Transportation Sys Center
Session D – CNS Systems and Architectures: Ms. Denise Ponchak, NASA Glenn Research Center
Session E – Performance Based ATM: Mr. Ben Levy, Sensis Corporation
Session F – Aeronautical Spectrum: Ms. Izabela Gheorghisor, The MITRE Corporation
Session G – Air Ground Integration: Mr. John Gonda, The MITRE Corporation
Session H – ICNS Analysis – JPDO Study: Mr. Robert Kerczewski, NASA Glenn Research Center
Session I – Air Traffic Management (TBO): Mr. Chris Brinton, Mosaic ATM, Inc.
Session J – Aircraft/Airline Operations for NextGen: Dr. Chip Meserole, Boeing
Session K – Information Sharing and SWIM: Mr. Mike Hritz, FAA and Nikos Fistas, Eurocontrol
Session L – NextGen Surveillance: Mr. Anastasios Daskalakis, Volpe National Transportation Systems Center
Session M – Topics in Next Generation Air Transportation: Mr. Chris Wargo, Mosaic ATM, Inc.
Session K, on Thursday afternoon, is one of the highlights of the conference as it takes on the format of a SWIM Industry Day.
US DOT/Volpe Survey on the subject of aircraft cyber security
On 15/04/2010, in SWIM, by steve
Hello,
My name is Kevin Harnett and I work for the Department of Transportation, Volpe National Transportation Systems Center in Cambridge, Mass. My team is actively involved in supporting the FAA, DoD/USAF, and UK on several Cyber Security aircraft initiatives, such as: Electronic Flight Bags (EFBs) Security Testing, Aerospace Network Security Simulator (ANSS), Next Generation Air Transportation System (NextGen), Flight Object (FO), RTCA SC-216 (Aeronautical System Security), and DoD Commercial Derivative Aircraft (CDA) cyber security.
BACKGROUND
With developments in the aerospace industry to support the future Next Generation Air Transportation System (NextGen) and new E-Enabled aircraft (such as the Boeing 787 and 747-8 and the Airbus 380 and 350, and technology retrofits to legacy aircraft), the use of technologies such as IT communication protocols and COTS equipment are being used on aircraft at unprecedented levels. The use of these technologies raises concerns about potential cyber security vulnerabilities that may have an impact on aircraft safety. The FAA realizes that these industry developments will have an impact on Aircraft Certification Office (ACO) workloads and required skill sets but needs feedback from industry to determine the extent of the impact. The purpose of this survey is to solicit information from aircraft manufacturers, aircraft component manufacturers and aircraft operators on near to mid-term developments that will impact the ACO workload.
SURVEY
Click here to read the full article
Aerodrome control towers of the world – Honolulu International, Honolulu, Hawai’i
On 09/04/2010, in Towers of the world, by steve
Hawai’i is the most remote location on Earth. No other place on earth is so far away from its neighbor landmass as the Hawaiian Islands are. Honolulu, which means Quiet Harbor, is on the Island of O’ahu and next to the famous holiday resort of Waikiki.
The airport is right next to the city and even Waikiki is but a short drive away. No matter where you are coming from, you are likely to be landing after a flight of at least 5 hours but there are direct flights from Newark and Atlanta and then the flight time is almost double that.
O’ahu is characterized by the mountain range extending along the spine of the island and the almost permanent cloud formations on the windward side of the mountains. What you see is the trade winds hitting the hills and dropping their moisture. The windward side of O’ahu is the fresh-water machine of the whole island! The lee-side is sunny and mostly dry with a gentle breeze caressing your skin making even the hottest day pleasant.
Click here to read the full article
Aircraft based tools in the fight against runway incursions
On 06/04/2010, in Life around runways, by steve
Aircraft-based airport surface traffic indications and alerting systems
This is an edited version of the presentation made at the recent ESAVS 2010 conference by Doug Arbuckle of the FAA. Coauthors of the paper were David E. Gray of FAA, Peter Moertl of Mitre Corporation and Jim Duke of SAIC. You can download the original text of their paper here and the slides here.
Introduction
As discussed before, runway incursions and collisions is a major area of concern world-wide. There are on average more than two runway incursion events per day in Europe alone and the situation in the United States is similarly serious. The US National Transportation Safety Board (NTSB) has on its most wanted list a system to “give immediate warnings of probable collisions/incursions directly to cockpit flight crews.”
In our previous two articles we covered the visual tools for preventing runway incursions (RWSL and FAROS) and the communications related causes of runway incursions. In this third article we will look into aircraft based airport surface traffic indications and alerting systems being developed in the US as a further line of defense against runway incursions.
The background
As you may be aware, in the US two different data links have been adopted for ADS-B: 1090 MHz Extended Squitter (1090 ES) and the 978 MHz Universal Access Transceiver (UAT). Given that the international community has agreed to the use of the 1090 ES link, most air transport and international business aircraft are expected to equip with this link; the UAT link is expected to be primarily used by general aviation aircraft whose operations are confined to the US. The US is implementing uplink services on both links. One such uplink broadcast service is Traffic Information Service-Broadcast (TIS-B). TIS-B derives traffic information from one or more ground-based surveillance sources and uplinks this traffic information to ADS-B-equipped aircraft, enabling them to receive position reports about non-ADS-B-equipped aircraft; this service supports the transition period to full ADS-B equipage in the NAS. ADS-R is another uplink broadcast service which rebroadcasts ADS-B messages received from aircraft on one link to nearby aircraft broadcasting on the other link, making it possible for all ADS-B-equipped aircraft to receive the information being transmitted on the other link.
Click here to read the full article
The communications related aspects of runway incursions
On 31/03/2010, in Life around runways, by steve
More than two incursions a day…
Few other incidents return with the grim and persistent regularity of runway incursions. A lot of effort by all concerned has resulted in a reduction of the total number of incidents but there are still, on average, more than two runway incursions in Europe per day. Clearly, there remains a lot of work to be done.
But what exactly is a runway incursion? According to the definition provided by the International Civil Aviation Organization (ICAO) a runway incursion is “Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft.”
Of course the words “incorrect presence” cover a wide range of possibilities from part of an aircraft sticking into the protected area to a vehicle or aircraft being entirely in the path of an aircraft landing or taking off. The dangers need no explaining… The reasons why highly trained professionals like pilots and controllers and less well trained but still “aerodrome aware” vehicle drivers make mistakes leading to runway incursions provide a telling story with roots in human psychology, engineering, traffic design, information technology and one may dare to say, on occasion Murphy’s law.
Click here to read the full article
Aeronautical Information Exchange Model (AIXM) & Weather Information Exchange Model (WXXM) Conference
On 30/03/2010, in Events, by steve
The United States Federal Aviation Administration (FAA) will host the second annual Joint AIXM/WXXM Conference on May 4-6, 2010 in Washington DC. The conference is intended for the aeronautical information and aviation meteorological (MET) communities; including software developers, program managers, experts, and users of aeronautical and weather information. The general topic of the conference is Digital Convergence on the Common Operating Picture: the AIXM and WXXM Conference.
For more information and registration, click here.
Interesting people, unusual flight plans…
On 26/03/2010, in Interesting people, by steve
Christophe Hamel – Always listen to the inner voice!
After many years in aviation, Christophe is also an entrepreneur in the wellness and lighting industries.
What were you dreaming of becoming when you were a kid?
I was thinking of becoming a pilot and at age 15 or so, of being the owner of a night club or a recording studio: I am passionate about sound and music. But my real passion has always been designing things, you know, creating something new, whether, a lamp design, new sound equipment, new way of managing major programs, new strategies in the CNS/ATM area, new technologies, making something new that was never seen before.
What moved you to become part of the aviation family?
My dad was a geologist and he had to travel far and wide, as people of his profession do. On one occasion, the plane he was on had to make an emergency landing in the Sahara and they waited 3 days to be rescued. From then on he was really terrified of flying but his interest in the development of aviation and in particular the creation of l’Aeropostale remained. He read everything he could find about Saint-Exupery, Mermoz, Gullaumet and of course he told us all about those great aviators and this left a deep impression in me. This connection to l’Aeropostale stayed with me also a little… I delivered their first 737-300 cargo aircraft!
When I got my electronic and computer engineering degree I went to work in industry but soon after specialized in aeronautical engineering sealing my fate… I finally got an FAA private pilot license in 2005.
What were the most significant sideways jumps in your professional life?
Click here to read the full article
Registration Now Open for the 10th ICNS Conference
On 24/03/2010, in Events, by steve
Conference registration here.
Hotel reservation here.
Discounted registration is good through May 1, 2010 for this May 11-13 event at the Westin Washington Dulles Hotel.
Additional discounts are available for AIAA and IEEE members.
The Technical Program is overfull, with almost 100 technical papers slated to be presented. Each day starts with a Plenary session.
Both the Technical Program and Plenary program will be available soon on the conference web site.
A social event is planned for Wednesday afternoon (May 14th) starting with a special tour of the National Air and Space Museum Steven F. Udvar-Hazy Center followed by a hosted reception at the hotel.
Don’t miss the early bird discount and a chance to network, update your CNS program knowledge, see the latest from our sponsors and enjoy a distinguished slate of speakers discussing the issues of the day.
Hotel Room Block Open Until April 19th
- The room block is limited, so please make your reservations by April 19, 2010.
- Registered guests can also modify or cancel a reservation until the event date.
Oceanic airspace, the proving ground for future separation techniques
On 23/03/2010, in Viewpoint, by steve
It was more than a decade before SESAR that I first heard the term “free flight”, a new paradigm for separating aircraft that would replace concentrated decision making with a distributed one by giving the flight crew the responsibility for ensuring separation between their aircraft. This is the normal state of affairs for VFR flights or flights in uncontrolled airspace, but “free flight” is meant for the big league, IFR flights in what is to-day called controlled airspace. Free flight techniques were being looked into as advanced methods for increasing capacity. The abbreviation ASAS was born at about the same time and stood for Airborne Separation Assurance System, basically a more scientific sounding name for free flight.
Jane's Airport Review, March 2010
The reaction of air traffic controllers and certain ATC experts was immediate, fierce and damning. It did not help that the idea of free flight originated from the airlines, with Lufthansa and American Airlines being its biggest proponents. The message from ATC was clear: over our dead bodies.
Click here to read the full article
SWIM – How much information should we be sharing?
I would like to propose a simple rule: anybody asking how much information we should be sharing in air traffic management should have their Christmas bonus cancelled… Here is why.
System Wide Information Management (SWIM) is the concept and set of rules, procedures and other needed elements that underpin the net-centric approach of the new air traffic management environment being built by SESAR in Europe and NextGen in the USA.
In a nutshell, the SWIM concept stipulates that the traditional and cumbersome point to point connections be replaced by a solution where those with data to share (i.e. data useful to the ATM community) publish the fact that they have this data (as well as any updates to it of course) and those who need that data simply go search for it or subscribe to it to avoid having to search. This arrangement assumes a kind of directory service not unlike that used on the internet and which helps you find your favorite movie title as it were. Don’t be offended by the comparison, in the world of networking, a movie title or a flight plan are not that different, they are both data. The difference is how we protect and handle the data but that is another story.
You will have noticed the fundamental difference between to-day’s approach to data dissemination and the one being proposed by SWIM.
Click here to read the full article
New tools in the arsenal to prevent runway incursions – RWSL and FAROS
On 16/03/2010, in Life around runways, by steve
Although take-offs and a landing from and on taxiways had filled the news recently, the problem of runway incursions is much more of a problem and in spite of major efforts on the part of all concerned, pilots, air traffic controllers and ground vehicle drivers, it refuses to go away. Not that there are no achievements but in Europe there are more than 2 incidents on average per day and an airport like Charles De Gaulle in Paris has in excess of 30 runway incursions per year! The situation is not much different in the US either.
We all know the traditional warnings that come into view as we approach the runway. Red stop bars across the taxiway, flashing yellow lights on the side, markings and signs… all meant to say: beware, you are approaching a dangerous place, proceed with care. The same message is repeated countless times during basic and recurrent training yet aircraft and ground vehicles regularly blunder onto the runway, flashing lights and stop-bars notwithstanding.
The FAA and Lincoln Labs in the US have developed a new set of tools called the Runway Status Lights (RWSL) System and Final Approach Runway Occupancy Signal (FAROS). Both systems use outside light cues to warn pilots and drivers of unsafe conditions while also providing appropriate warnings in the control tower.
In this day of digital link communications and moving map displays on board many aircraft, why would anyone want to introduce a system that uses light signals as a warning? If pilots and drivers ignored the lit stop bar and the yellow flashing lights, will they heed this new system?
Click here to read the full article
SESAR video – too much focus on problems, too little on solutions, misses CPDLC work already done
On 13/03/2010, in SESAR's Palace, by steve
The SESAR Joint Undertaking has produced a short video meant to explain the essence of the project. It is obviously destined for a lay audience and this has put limits on the amount of technical detail that can be described without the danger of losing people’s attention.
The story is framed by an SAS flight from Stockholm to Brussels as it happens to-day with hints here and there how it will be once SESAR has done its job. And this is where the video is a bit of a let-down. With most of the characters describing the current problems, the focus shifts from the future to the current fragmented environment that SESAR is meant to remedy. As such, the video becomes a bit like the scores of others in the past which were made for previous efforts to repair European air traffic management (remember EATCHIP?), little more than a list of existing grievances with rather vague hints as to how things will be better in the future.
It is not easy to make movies on complicated subjects for a lay audience but they should have been given a bit more credit for their intelligence and a bit more detail on how things will in fact be repaired.
It is obvious that a lot of the aircraft sequences were provided by Airbus which is fine except that seeing all those aircraft flying in Airbus house colors is not necessarily the right message in terms of Airbus’ wide customer base.
I am sure a lot of experts at EUROCONTROL, ARINC, the FAA and other organizations will shake their heads and may even grab a pen and write to the SJU when they hear the narrator say that Maastricht is testing Controller Pilot Data Link Communications (CPDLC), “the first component of the data link communications that SESAR will develop” giving the impression that this is something new brought by SESAR. This is a particular let-down and I guess is nothing more than an unfortunate use of words in the script… but still. Not crediting the huge amount of international work already carried out is most regrettable.
All in all, I think this video does not do justice to what SASAR is and where it is going. Even if we consider that it is for a lay audience, it is not as good as it could and should be. Certainly the strange text about CPDLC could earn it a Worst Movie of the Season Award but let’s be kind. The video has good material in it and by refocusing things on the future and giving CPDLC credit where it is due, take two of this movie could even be enjoyable.
Check out the video here.
Is an aircraft an aeroplane or the other way round? The importance of proper terminology.
On 12/03/2010, in Buzzwords explained, by steve
The word game
A lot of air traffic management related material passes through our hands, usually to be checked with a view to ensuring quality of content and consistency of the terminology. There is a disturbing trend that is becoming more and more evident with the passage of time. The documents show a deteriorating level of quality in respect of terminology use.
Why is this a problem? Unless they have been sensitized to the issue, the authors of those documents may not feel particularly disturbed by the fact that they use the terms aircraft, aeroplane or airplane interchangeably in their text, they may even feel that the varied use of words reflects better writing style. But in technical documents, the terms used must all have their precise definition and it is not enough to find a given word in a Webster’s Dictionary.
Let’s have a look at these three words, aircraft, aeroplane, and airplane. They are all English words and they all mean something that flies. Very true. But
there are many things that “fly”, from hot air balloons to helicopters and, depending on how you define “fly”, even hovercraft. So how do we know which exactly a given text refers to if it is not clear from the context?
If you see a piece of text that says “a flashing white light shall be displayed on all aircraft” and then another one that says “a flashing white light shall be displayed on all aeroplanes” and you own a helicopter, a glider and a hot air balloon, which one would you need to equip based on the first requirement? And the second?
Although I assume you know the answer without the explanation that follows, it is still interesting to look at these terms in more detail.
First and foremost, we have to say good-by to the term “airplane”, at least in the international context. Only aircraft and aeroplane have been defined by the International Civil Aviation Organization (ICAO).
An aircraft is any machine that can derive support in the atmosphere from the reaction of the air other than the reactions of the air against the earth’s surface.
A aeroplane is a power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on surfaces which remain fixed under given conditions of flight.
Click here to read the full article
A kid in the tower, a pilot without license and other things
On 08/03/2010, in Viewpoint, by steve
The unprecedented success of the air transport industry is due mainly to the spectacular improvements in safety booked overt the years. True, the convenience of being able to travel to the other end of Europe for a meeting and back the same day count for a lot, but without the safety factor, few passengers would accept the hassle of endless security queues and legroom appropriate for the shortest 10 % of the population only.
The exemplary safety record is the result of constant vigilance, safety management systems and the responsible attitudes of those working with or around aircraft.
Any disturbance that could negatively affect safety or even the perception of safety would be a disaster to the industry on a scale that would dwarf the effects of the recent financial meltdown in the world.
In a well running system complacency is one of the biggest dangers while it is also one of the most basic treats of the human character. Fighting complacency must be one of the most important items in any safety manager’s kit.
Recently however we seem to be seeing signs of a disturbing trend.
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8.33 kHz Channel spacing – what is this?
On 04/03/2010, in Buzzwords explained, by steve
The radio spectrum, a scarce resort
One of the most basic activities in a cockpit is tuning the radio to the assigned frequency of whoever we want to talk to. Contacting ground control, the tower or one’s own company is done by turning a few knobs until the right numbers show in the radio control panel display and we can talk.
Air traffic controllers see the same thing slightly differently. They do not normally have to tune their radios. The proper frequencies for their sector or other working position are pre-set and need no further attention.
With the matter being so pedestrian and the actions so routine, few of us realize that the ability of pilots and controllers to talk to each other is in fact dependent on one of the scarcest resources in aviation, namely the radio spectrum allocated to aviation use.
Many other disciplines have their own radio spectrum and we all guard jealously what we have been given and for good reason. With so many users wanting to use the radio waves, the incumbents better watch or the use it or lose it principle kicks in. Luckily, the frequencies most widely used by aviation (118 – 137 MHz) are not coveted so strongly by others. Our problem is different but not in the least less serious.
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Interesting people, unusual flight plans…
On 03/03/2010, in Interesting people, by steve
Mike Russo – Looking back on a lifetime in aviation
Mike, lead principal engineer and Executive Secretary of the AEEC has recently retired from Aeronautical Radio Incorporated (ARINC).
What were you dreaming of becoming when you were a kid?
I grew up in a rural family with limited means and there were not that many people around me who could have served as examples for choosing a profession. But I did want to find a respected profession, doing respected work. At one point I took an aptitude test and it showed that I would make a good mechanical engineer. My focus from then on was on science subjects. An uncle was a tool and die maker and I got a lot of support from him.
What moved you to become part of the aviation family?
I went to Lake Michigan Community College for an associates degree as a technician and then Michigan Technological University where I got my Bachelor’s Degree… Afterwards I got a job with Westinghouse and in 1971 they sent me to the FAA Academy to learn about the principles of ILS. On my return, I worked on various ILS projects including ground site design and field work for ILS installations including flight testing with the FAA.
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Continuous Descent Operations (CDO) Manual from ICAO now available
On 26/02/2010, in Bookshelf, by steve
ICAO has made available an unedited, advance version of the Continuous Descent Operations (CDO) Manual as approved, in principle, by the Secretary General. Although the final, edited version may still undergo editorial alterations, the substance should stay the same.
The purpose of this Manual is to provide guidance and harmonize the development and implementation of continuous descent operations (CDO). To achieve this, airspace and instrument flight procedure design and air traffic control techniques should all be employed in a cohesive manner. This will then facilitate the ability of flight crews to use in-flight techniques to reduce the overall environmental footprint and increase the efficiency of aircraft operations.
The generic term “continuous descent operations”, has been adopted to embrace the different techniques used to maximize operational efficiency while still addressing local airspace requirements and constraints. These operations have been variously known as, continuous descent arrivals, continuous descent approaches, optimized profile descent, tailored arrivals, and 3D/4D path arrival management forming part of the business trajectory concept.
Continuous descent operations (CDO) is one of several tools available to aircraft operators and air navigation service providers (ANSPs) to increase safety, flight predictability, and airspace capacity, while reducing noise, controller-pilot communications, fuel burn and emissions. Over the years, different route models have been developed to facilitate CDO and several attempts have been made to strike a balance between the ideal fuel efficient and environmentally friendly procedures and the capacity requirements of a specific airport or airspace.
Click here to read the full article
747
On 25/02/2010, in Bookshelf, by steve
By Joe Sutter with Jay Spenser
Publisher: Smithsonian Books
ISBN-13: 978-0-06-088241-9
For some time now we could read a lot about the development problems afflicting the latest big aircraft types. Just think of the Airbus A380, the 787 or the A400M military transport. Proud projects yet they started life with what appears to be more than their share of setbacks. Perhaps it is now the time to read something about the 747, the “Queen of the Skies”, the aircraft on which at one time Boeing had bet the future of the whole company… Was her birth any smoother?
There is no better guide to lead you through those exciting years than Joe Sutter, one of the most celebrated engineers of the twentieth century and the person who had spearheaded the design and construction of the 747.
747 size aircraft are commonplace today but when Boeing started building the first 747, it was bigger than anything ever built before and needed the world’s largest workshop just to be put together. Everything about the 747 was big including the larger than life personalities who were involved in or influenced this magnificent project.
It was far from smooth sailing and tensions between people as well as technological challenges all added up to make the project leader’s life difficult.
But Joe Sutter and his brilliant team of engineers carried on, never faltering, never doubting, pushing and pulling and even performing the odd miracle when that was called for.
If you think the 380 or the 787 had problems, what about reading that the third 747 in the flight test program actually crashed in Renton two weeks before the FAA was scheduled to certify the 747? Ok, it was pilot error and there was little damage but still… As it turned out, the FAA was actually very impressed by the crashworthiness of the aircraft and the incident had no adverse effect on certification.
With so much in Seattle hanging on Boeing’s future, the Sutters’ friends kept bugging Nancy Sutter, Joe’s wife, whether she believed her husband knew what he was doing… When the 747 first flew on February 9, 1969 Nancy was standing near the runway’s edge at the calculated unstick point, rewarded for all her patience with the best view of this historic event.
After reading this book, you will see big aircraft in a totally different light. Highly recommended.
Order your copy here.
Collaborative Decision Making (CDM) – History and current practice
On 09/02/2010, in CDM, by steve
HISTORICAL PERSPECTIVE
The concept of Collaborative Decision Making (CDM) was originally defined in the United States by a group of airlines, led by US Air, in response to what the airlines perceived as inadequate co-operation between airports, the FAA and the airlines themselves. They formed the so called CDM Group, members of which visited several airports with traffic flow problems and analysed the reasons.
Significantly, they discovered that in many cases the reasons were in fact quite trivial. In one case, a missing telephone connection between the FAA tower and the Delta ramp controller was found to be at the root of major departure delays; in another case the “secret” nature of cancelled flights was found to be the cause of unused slots at an otherwise seriously congested airport.
The CDM Group in its original reports had actually established three of the most basic rules of CDM which remain valid to this day even if, unfortunately, in some cases they are being ignored. The three rules are:
• Most problems have simple causes with simple solutions
• Better information sharing eliminates a very large proportion of the problems
• CDM can only be successful if trust is established between the partners as the first step
Although the CDM Group did at first address problems at airports (Atlanta and Philadelphia) when the FAA embraced the concept, they focused on applying it in the en-route environment. This was a natural consequence of the US scene where capacity constraints were present en-route while airports were almost all free flow at the time. Nevertheless, US airports got involved in CDM early as a result of the FAA’s ground-delay concept. The value of information sharing was shown right from the start. Just by being better informed, airlines were able to respond to the restrictions in a much more efficient manner. The initiative in the early 1990s called FAA/Airline Data Exchange (FADE), supported among others by Northwest Airlines, can be seen as the direct forerunner of what evolved into the US CDM project of to-day.
Click here to read the full article
FAA Call to action on airline safety and pilot training
On 03/02/2010, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary
On February 12, 2009, a Colgan Air Bombardier Dash-8 Q400, operating as Continental Connection Flight 3407, crashed while on approach to Buffalo, New York.
The National Transportation Safety Board (NTSB) conducted a public hearing on this accident from May 12-14, 2009. During that hearing and subsequent congressional hearings on June 10 and June 11, 2009, several issues came to light regarding pilot training and qualifications, flight crew fatigue, and consistency of safety standards between operators.
In response to this information, on June 15, 2009, Transportation Secretary Ray LaHood and FAA Administrator J. Randolph Babbitt initiated a Call to Action on Airline Safety and Pilot Training for FAA, air carriers, and labor organizations to jointly identify and implement safety improvements, and an action plan was published on 24 June 2009.
The FAA has just published a progress report entitled FAA “Answering the Call to Action on Airline Safety & Pilot Training”.
You can get the progress report here.
Global AIM Congress – 22-24 June 2010, Beijing, China
On 25/01/2010, in Events, by steve
The Global AIM Consortium is pleased to announce that the 2010 Global AIM Congress entitled “Building the Future – The transition from AIS through AIM to IM” will be held in Beijing on the 22-24th June 2010. As usual, workshops will be held on the Monday ahead of the Congress, 21 June 2010. The Consortium is working closely with the Air Traffic Management Bureau of the General Administration of Civil Aviation of China which has generously agreed to sponsor this event.
There are a number of key objectives for the Congress. It will review the progress made in implementing the recommendations of the Madrid Congress of 2006 and then it will begin to explore the future direction of the provision of aeronautical and other information essential for the implementation of the ICAO Air Traffic Management Concept. The aim is to identify the key requirements for the future system which will draw heavily on the work of the European SESAR and US NextGen programmes. Senior managers from ICAO, ATMB, Europe and the FAA have already agreed to speak.
Click here to read the full article
